While all my training was done here in Iowa, I've rented
planes and flown in San Jose (Reid-Hillview airport), Palm Springs, and
Tuscon. I also have about an hour in a seaplane based in Seattle,
Washington.
With the purchase of my own plane I've been able to
extend my range significantly. I've flown to San Jose, Seattle, San
Antonio, and Orlando from Iowa.
In June 2001 I purchased a 1974 Beech Bonanza A36. The A36
seats 6 (including the pilot) and cruises at about 180 knots (true
airspeed) or about 205 MPH.
In April 2004 I sold the Bonanza and bought a 1980 Beech
Baron 58P. The picture above was taken on the one day when I owned two
airplanes. :-)
New Airplane: First Look
February 25, 2004 -- Today I bought a
twin-engine, turbocharged, pressurized Baron (model 58P). For a look at
some of the other planes I considered see the Airplane
Shopping page.
The new plane carries the same number of passengers as
my A36, but it will carry them higher, farther, and with more comfort.
The service ceiling on my A36 was about 15,000 feet; the 58P is 25,000
feet. The cruise speed of the A36 is about 180 kts; the 58P goes 225-235
kts (260-270 MPH). The A36 was unpressurized, which meant we had to wear oxygen
cannulae. The 58P is pressurized; oxygen is available but is only used
in an emergency. The 58P is also air-conditioned and a little quieter.
Purchase Timeline
March 1, 2004 -- And so it begins. -- One of the
props needs to be overhauled before the plane can be flown here. We're
going to overhaul both. I've agreed to split the cost with the seller.
I don't even own this thing yet and I already have
maintenance bills. :-)
March 11, 2004 -- It doesn't snow in June -- The
seller said this plane had taxied into a snowbank early in its life
(1983). I got checking into it and found an NTSB report that said the
pilot (7 hours after buying the airplane) retracted the gear during
taxi, resulting in damage to landing gear, props, and engines. This is a
classic mistake in this airplane, since the gear and flap handles are
reversed from some other Beech products. The seller feels bad about not
realizing that there probably wasn't any snow in June in Massachusetts,
so he's picking up the cost of the prop overhaul. The plane will be here
on March 22.
March 20, 2004 -- Props arrive damaged -- Props
came back from the overhaul shop damaged. One has a bent blade, and the
other has a blade with a huge nick in it. No airplane this week.
March 21, 2004 -- Sold my Bonanza -- Sold my A36
today. New owner is from San Diego. So my last flight in the A36 will be
to ferry the plane out to him on April 8.
March 29 - April 1, 2004 -- RTC 58P Training --
Still waiting for the Baron to get here (they're saying April 2). In the
meantime I attended sim school with Dave Pearson, who will be my MEI
(instructor) to check me out in the Baron. Sim school is required by the
insurance company and consists of three and a half days of class work
and simulated flight. Pictures are here.
April 2, 2004 -- No airplane. The airplane was
supposed to arrive today. 9AM and it's not here. Turns out the props
still aren't back from the shop.
April 5, 2004 -- It's here! Started the
pre-purchase inspection today. Some concerns remain. We'll know more
tomorrow.
April 6, 2004 -- The deal is done. Everything
checked out OK so for about three days I'll own two airplanes. I leave
on the 8th to deliver my old airplane to its new owner.
April 10, 2004 -- Back from California. Delivered
N8138R to its new owner and returned home in N622T. Now I need 35 hours
of dual instruction to satisfy my insurance company.
May 10, 2004 - Finished Dual Training. I'm
approved to fly my own airplane all by myself now. Sometimes I wonder
who has more power: The FAA or the insurance industry. (OK, I don't
wonder about that very much.)
More Pictures
N622T is a 1980 Beech Baron 58P it has 3100 hours on
the airframe and 975 hours on each engine. The airplane is certified for
flight into known icing conditions, which is important here in the
Midwest. The black rubber boots on the leading edges of the wings are
for de-icing. When inflated, they break the ice off the wings. The props
have electric deicing boots.
The interior is recently updated with new side panels, carpeting
and leather seats. The instrument panel is where this plane shines: Garmin 530 and
430 GPS Comm/Nav, Avidyne FlightMax 650 MFD which replaces the old radar
CRT display, Stormscope and Skywatch displayed on the Garmins and MFD,
and Sandel Electronic HSI. The only thing I would have done differently
(and may do yet) is replace the FlightMax 650 with its big brother, the
EX500, which has satellite NEXRAD downlink capability.
A little better shot of the panel, with the control
yoke removed for visibility. In addition to the equipment listed above
you'll see a JPI EDM 760 engine monitor (far left, center), radar
altimeter (to the left of the gear lever, on the lower right corner of
the left panel), low thrust detectors (below the HSI in the middle of
the left panel), third com radio (bottom of the radio stack), and Garmin
stereo audio panel (top of radio stack) with auxiliary music input and
pilot/copilot Bose headset outlets.
The pictures above show the panel during flight.
The passenger cabin has four seats in the club
configuration with a fold-out table (below). Headset and emergency
oxygen outlets are in the ceiling.
Looking in the door into the passenger compartment.
For those of you familiar with the A36 and the Baron line, note that the
door on the 58P is on the opposite (pilot's) side than what you're used
to.
Looking back into the passenger cabin from the
cockpit. The seats are folded up, which makes for more cargo space.
Emergency oxygen masks are in the boxes under the seats.
There is a baggage area behind the rear seats. There
is also a baggage area in the nose of the fuselage.
Copyright © 2005 by Craig Rairdin.
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